I have a 95 camaro with 8psi procharger stock engine. Is it ok to use a hotcam?

 

The Hot cam is not good for any car.

Time and time again, I've seen cars with much smaller cams run as good or better.

Will it run? Yes.

Is it optimal? No.

Mike

 

What would be a better cam.

 

Something with a tighter lsa.

Is this a weekand car or a daily driver. What is your idea of streetablity?. Also whatrpm range will you be shifting at?. All these questions factor in what kind of cam you will be wanting. Is the hotcam a optimal s/c cam?(no). Will i tbe ok for you to run?(yes). But you'll get better results if you have you cam based on what your needs are.

 

For mild build-up's, an Extreme 218/230 - 114, +4.

If your heads can handle alot of lift, get an Extreme 214/224 - 114, +4. These lobes are high lift, with .560"/.605" lift.

For a more radical build, get an Extreme 224/236 - 114, +4.

Mike

 

Let me tell you why I disagree.

First, you don't want a tighter lobe displacement angle since that increases valve overlap, which sucks in a boosted application since you wind up boosting the charge right on out the exhaust valve during overlap.

Second, you don't need 12 extra degrees of exhaust duration. Those are holdovers from (a) turbo cars that face extra backpressure, and (b) stock LT1 head port characteristics.

 

Thank God. Someone willing to buck the current widely-accepted supercharger cam logic.

The 3 cams I quoted are the most popular on the board and have produced good results.

I'm about to tear into my motor to remove my "holdover" 224/236 cam and put something in a bit different.

davepl, what, exactly do you recommend?

Mike

 

Hard to say without knowing a whole lot about your setup, like the exhaust port flow, what type of exhaust, converter, and a whole host of other things.

I'm no cam expert, but when I researched mine, I went with a 236/236 on 114 centers for my AFR210 heads.

If I had to do it over again, I might try to 218/230 or a 224/224 to regain a little bit of idle quality (its not that bad, but it ain't stock idle quality!).

All in all, I'd rather have more boost and less cam :-)

 

I have a pretty tame configuration and went with a CompCam 07-305 that has 220-230 114* and .544 lift with my 1.6rrs.

The cam has terrific tip-in throttle response and very good mid-range torque. Upper RPM could be more aggressive with a different cam, but with boost, it just comes right up promptly anyway.

Since I use 99.99% of my driving on the street, .009% thrasing other cars locally, and .001% at the strip, I didn't see much sense in a pure dragster camshaft.

others disagree, but I passed smog, got my tags, and have insurance that allows me to mosey about incognito.

There is always someone with a faster car anyway. Going to the local drag strip is always a humbling experience.

 

I too have the option to procure a CC305, I tend to think it would work ok in a F.I. engine. The dual pattern witht the added duration on the exhaust side whould seem to augment the blower. Or not?

 

The hot cam isn't all that bad. I made over 500 rwhp with it and a procharger P600B.
It has a pretty decent idle too.

 

Good numbers Ed!,

the hot cam isnt going to hurt you at all it just isnt the most optimal cam for a blower application. But from what im reading in this thread it looks like the current accepted blower cam theory has changed or is being changed.

 

I've tried a couple of times to change it, with no luck so far. It seems as though the masses don't want to deviate.

There is a car, though, that has run 148 mph in the 1/4 mile with a 355, ported GM LT1 heads, 18 psi boost, and a mild non-conventional cam.

My next cam will be similar to his.

Mike

 

I think I may have heard of this person you speak of. has he tried a "traditional blower cam and see what his results were?. Im assuming when you say it not a conventional cam the the lsa isnt 113+. but is it still a split pattern cam?

 

I really doubt he's tried a "conventional" blower cam, but his results were pretty stupendous for a non-stroker, small-head, smallish blower car. I believe he had a D-1 while most cars in the 150 mph range are YS or F-1.

I can't find any back-to-back cam tests in blower cars.

You're right, though, in that the LSA is <113, but it is still split pattern, but not 10+ deg difference exhaust to intake.

I will be doing the cam swap while the heads are being ported, so I doubt my results will be conclusive, either.

Mike